Results
76-01-07: 76-01-07 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2491. Applies to Lockheed-California Company Model L-1011-385 series airplanes certificated in all categories. Compliance required within the next 300 hours' time in service after effective date of this AD, unless already accomplished: To prevent possible emergency evacuation system hard container release cable assembly failures, accomplish the following: (a) Inspect each slide, slide/raft evacuation system to determine if a modified cable assembly has been installed in accordance with Lockheed Alert Service Bulletin No. 093-25-A239, dated October 23, 1975, and Air Cruisers Company Service Bulletin 25-29, dated October 23, 1975, or later FAA-approved revisions or an FAA-approved equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. Modified cable assemblies are identified by either blue or green paint on the parachute pin in the swaged area. (b) Replace all unmodified cableassemblies located during the inspections required by paragraph (a) with a modified cable assembly in accordance with Air Cruisers Company Service Bulletin 25-29, dated October 23, 1975, and Lockheed Alert Service Bulletin No. 093-25-A239, dated October 23, 1975, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Inspect each slide, slide/raft evacuation system hard container latching parts which interrelate with the hard container release cable parachute pins for burrs and/or sharp edges and replace or rework as necessary in accordance with Lockheed Alert Service Bulletin No. 093-25- A239, dated October 23, 1975, and Air Cruisers Company Service Bulletin No. 25-29, dated October 23, 1975, or later FAA-approved revisions or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Reidentify slide, slide/raft evacuation assemblies having modifiedcable assemblies which have been installed as required by paragraph (b), in accordance with Lockheed Alert Service Bulletin No. 093-25-A239 dated October 23, 1975, or later FAA-approved revisions, or equivalent means of reidentification approved by the Chief, Aircraft Engineering Division, FAA Western Region. This paragraph supersedes the reidentification requirement of paragraph (e), AD 75-03- 07. This amendment becomes effective February 20, 1976.
2012-26-06: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation-manufactured Model S-64F helicopters, now under the Erickson Air-Crane Incorporated (Erickson) Model S-64F type certificate. This AD supersedes an existing AD which requires inspections, rework, and replacement, if necessary, of the main gearbox (MGB) second stage lower planetary plate (plate). Since we issued that AD, the manufacturer has conducted a configuration review and analysis, and a review of the service history of certain components. The actions of this AD are intended to establish life limits for certain components, remove various parts from service, and require consistency in the part numbers of certain four bladed tail rotor (T/R) assemblies to prevent fatigue cracking, failure from static overload, and subsequent loss of control of the helicopter.
2013-04-03: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 750 airplanes. This AD was prompted by reports of loss of displayed airspeed. This AD requires inspecting certain logic modules to determine if certain cabin altitude/pitot static heater module assemblies are installed and replacing those assemblies with a new assembly; and revising the Non-Normal Procedures Section of the airplane flight manual (AFM) to include procedures for resetting the pitot switch in the event of pitot heater failure and for total loss of airspeed indication. We are issuing this AD to prevent the loss of all displayed airspeed, which could result in reduced ability to control the airplane.
75-09-12: 75-09-12 LOCKHEED-CALIFORNIA: Amendment 39-2186 as amended by Amendment 39-2703. Applies to Lockheed L-1011-385 series airplanes, except models L-1011- 385-1-14 and L-1011-385-1-15, certificated in all categories with Collins FCS-110 autopilot installed. To preclude exceeding the go-around pitch limits during autopilot coupled go-arounds accomplish the following: 1. Operators shall, by the most immediate and practicable means, notify flight crews of Lockheed Operating Information Letter (OIL) 86. 2. Effective 48 hours after receipt of this telegram the following operating limitation applies: 'Autopilot must be disconnected for go-around' and a placard must be installed in plain view of the pilots stating: 'Autopilot must be disconnected for go-around.' 3. The operating limitation specified in paragraph 2. no longer applies and the cockpit placard may be removed by accomplishment of the following: i. Replacing the AFCS Trim Augmentation Computer, Lockheed P/N 672443-109 or -113 with 672443-115 computer, in accordance with Lockheed Service Bulletin 093-22-077, dated December 11, 1975, or later FAA-approved revisions; and ii. Replacing both AFCS Pitch Computers, Lockheed P/N 672314-177, - 179, -181, -183 and -185 with 672314-157, -159, -161, -163 and -165 computers, respectively, in accordance with Lockheed Service Bulletin 093-22-082, dated May 5, 1976, or later FAA- approved revisions. Amendment 39-2186 became effective April 28, 1975, for all persons except those to whom it was made effective by telegram, dated March 28, 1975. This amendment 39-2703 becomes effective September 2, 1976.
2012-25-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by a report of in-flight fracture of the right windshield (window 1) on the flight deck and multiple reports of electrical arcs at the terminal blocks of the flight deck windshields resulting in smoke and fire. This AD requires repetitive inspections of electrical heat terminals on the left and right windshields for damage, and corrective actions if necessary. This AD allows replacing an affected windshield with a windshield equipped with different electrical connections, which would terminate the repetitive inspections for that windshield. We are issuing this AD to prevent smoke and fire in the flight deck, which can lead to loss of visibility, and injuries to or incapacitation of the flightcrew.
71-12-03: 71-12-03 GRUMMAN AIRCRAFT: Amdt. 39-1224. Applies to Model G21A aircraft certificated in all categories. Within the next 25 flight hours after the effective date of this AD, unless already accomplished, visually inspect, replace or repair P/N 7190Y-OA-1408 (flexible drive shaft, elevator tab control) in accordance with the procedure of Grumman Customer Bulletin G21A No. 71-1 dated 3 March 1971 or with equivalent method. Equivalent methods or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment is effective June 10, 1971.
75-09-15: 75-09-15 LYCOMING: Amendment 39-2187. Applies to Lycoming Model IO-320, AIO-320, IO-360, LIO-360, HIO-360-C Series, IVO-360, TIO-360, AIO-360, IGO-480, IO-540, TIO-540, IVO-540, IGO-540, AND IO-720 Series Engines equipped with the following listed Bendix Fuel Injector Flow Divider part numbers. 2524218-1 thru 2524225-1, 2524227-1, 2524232-1, 2524240-1, 2524248-1, 2524265-1, 2524327-1, 2524342-1, 2524397-1, 2524416-1, 2524421-1, 2524571-1, 2524583-1, 2524610-1. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible fuel starvation to the engine accomplish the following: Remove Bendix P/N 2537013 fuel flow divider cover gasket and install Bendix P/N 2538998 cover gasket in accordance with Lycoming Service Bulletin No. 382 or equivalent procedure approved by Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. (Bendix Energy Controls Division Fuel System Bulletin No. RS43also covers this subject). This amendment is effective April 30, 1975.
2013-03-17: We are adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-710A1-10 and BR700- 710A2-20 turbofan engines, and certain BR700-710C4-11 model engines. This AD was prompted by RRD performing an evaluation that determined that certain high-pressure turbine (HPT) stage 1 and stage 2 discs from a specific supplier may contain steel inclusions that may cause the discs to fail before they reach their current life limits. This AD requires reducing the life limits for certain HPT stage 1 and stage 2 discs. We are issuing this AD to prevent failure of the HPT stage 1 and stage 2 discs, which could result in uncontained failure of the engine and damage to the airplane.
73-22-02: 73-22-02 AIRCRAFT PARTS and DEVELOPMENT CORP.: Amendment 39-1737. Applies to Models A-9, A- 9A, and A-9B. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent water accumulation in the wing lift struts and associated detrimental effects, accomplish the following: (a) Inspect visually for welds on both sides of the four wing lift struts at the P/N 10671 eye fittings. A 360 degree fillet weld is required around the eye fitting shank on both sides of the lift strut to seal the strut against moisture. These fittings provide for attachment of the lift struts to the stabilizing struts. (b) If the welds between the eye fittings and the lift struts do not provide a complete seal as specified above, the lift strut should be removed and checked for water ingestion visually and for corrosion by x-ray, ultrasonic or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (1) If no water or corrosion is present in the strut, weld the eye fitting to the strut 360 degrees on both sides of the strut and reinstall the strut. (2) If water is present in the strut (without corrosion), dry the strut, flush with linseed oil, weld the eye fitting to the strut 360 degrees on both sides of the strut and reinstall the strut. (3) If corrosion is found, before further flight, the affected lift strut must be replaced or corrosion must be removed in accordance with a procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (c) If the welds between the eye fittings and the lift struts provide a complete seal as specified above, no further action is required. (APDC Service Bulletin No. A-23 covers this same subject.) This amendment becomes effective November 20, 1973.
2013-03-13: We are adopting a new airworthiness directive (AD) for certain [[Page 9801]] Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. This AD was prompted by reports of the cockpit door falling off the hinges when it is being opened or closed. This AD requires replacing the striker and quick- release pin of the passive lock of the cockpit door, and replacing the upper and lower hinges of the cockpit door. We are issuing this AD to prevent the cockpit door from falling off the hinges, which could cause injury to airplane occupants.
2013-03-07: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation (Type Certificate previously held by Raytheon Aircraft Company; Beech Aircraft Corporation) Model 400A airplanes. This AD was prompted by a report that the wiring for the 5- volt direct current (DC) system is undersized and does not have adequate circuit protection for the smaller gauge wire. This AD requires installing an in-line fuse in the 5-volt DC system for each of the five instrument lighting control power supplies. We are issuing this AD to prevent failure of the wiring, which could result in smoke in the cockpit, loss of cockpit lighting, and potential damage to surrounding wiring for other cockpit equipment such as the stick shaker function or angle-of-attack indicators.
76-01-03: 76-01-03 BOEING: Amendment 39-2487. Applies to all Boeing Model 737 series airplanes certificated in all categories. Compliance required as indicated. \n\tTo assure that passenger seats situated over left hand body station 907 will be restrained if subjected to a minor crash landing as required by FAR 25.561, unless already accomplished, by December 31, 1976, install the floor beam attaching angle in accordance with Boeing Service Bulletin No. 737-53-1044, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. Thedocuments may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment becomes effective January 23, 1976.
2013-02-02: We are adopting a new airworthiness directive (AD) for CFM International, S.A. CFM56-3, CFM56-3B, and CFM56-3C turbofan engines. This AD requires removal from service of certain high-pressure turbine (HPT) disks manufactured by Global Material Solutions of Pratt & Whitney, at reduced maximum life limits. This AD was prompted by a report of a forging process error during manufacture of these HPT disks. We are issuing this AD to prevent uncontained release of multiple turbine blades, damage to the engine, and damage to the airplane.
73-17-01: 73-17-01 CESSNA: Amdt. 39-1701. Applies to all series of Cessna Models 170, 172, 175, 180 and 182 airplanes equipped with the 18 gallon auxiliary fuel tank manufactured by the Javelin Aircraft Company, Wichita, Kansas. Compliance: Required within 100 hours time in service after the effective date of this AD, unless already accomplished. To advise the pilot concerning proper fuel transfer pump operation, install Javelin Placard 782-14 or an equivalent FAA-approved placard, adjacent to the fuel transfer pump switch which reads as follows: "AUXILIARY FUEL TRANSFER PUMP. PULL ON. PUSH OFF. PLACE PUMP OFF BEFORE CHANGING FROM LEFT TANK." NOTE: Failure to turn off fuel boost pump allows air to enter engine fuel system and may cause engine power failure when fuel selector valve is changed from left tank position. Cessna Service Letter No. SE69-24 dated November 21, 1969, or subsequent FAA-approved revisions cover this subject matter. This amendment becomes effective August 16, 1973.
74-19-06: 74-19-06 BOEING: Amendment 39-1960. Applies to Boeing Model 747 airplanes, certificated in all categories, which are affected by Boeing Service Bulletin 747-52-2090. Compliance required as indicated: \n\t(A)\tWithin the next 1200 hours time in-service after the effective date of this AD, unless already accomplished in the last 800 hours time in-service, and at intervals thereafter not to exceed 2,000 hours time in-service, visually inspect the torque tube cranks, Part Numbers 65B05025-1 and -2, 69B02875-1 and -2, and 65B09704-1 on passenger doors Nos. 2, 4, and 5 right- and left-hand sides for cracks. If cracks are not found, apply LPS-3 and retorque cross bolts in accordance with Paragraph III, Part I of FAA-approved Boeing Service Bulletin 747-52- 2090, dated May 17, 1974, or FAA approved revisions. If cracks are found, repair or replace in accordance with Paragraph (B) below. \n\t(B)\tCracked parts may be repaired by installation of a saddle clamp in accordance with Paragraph III,Part II of FAA-approved Boeing Service Bulletin 747-52-2090, or FAA-approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, and shall be reinspected in accordance with FAA-approved Boeing Service Bulletin 747-52-2090 at intervals thereafter not to exceed 3,200 hours time in-service. As terminating action, cracked parts may be replaced with new parts in accordance with Paragraph III, Part III of FAA-approved Boeing Service Bulletin 747-52-2090, or FAA-approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(C)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection interval of the operator, if the request contains substantiating data to justifythe adjustment. \n\tThis amendment becomes effective thirty days after September 20, 1974.
2012-26-08: We are superseding an existing airworthiness directive (AD) for all Pratt & Whitney Canada Corp. (P&WC) PW118, PW118A, PW118B, PW119B, PW119C, PW120, PW120A, PW121, PW121A, PW123, PW123B, PW123C, PW123D, PW123E, PW123AF, PW124B, PW125B, PW126A, PW127, PW127E, PW127F, PW127G, and PW127M turboprop engines. That AD currently requires initial and repetitive inspections of certain serial numbers (S/Ns) of propeller shafts for cracks and removal from service if found cracked. This new AD requires the same actions, but requires removal from service of affected propeller shafts as mandatory terminating action to the repetitive inspections. This AD was prompted by reports of two propeller shafts found cracked at time of inspection during maintenance. We are issuing this AD to detect propeller shaft cracks, which could cause failure of the shaft, propeller release, and loss of control of the airplane.
74-07-02: 74-07-02 HUGHES: Amendment 39-1802. Applies to Hughes Models 369A, 369H, 369HE, 369HS and 369HM Helicopters certificated in all categories. "Pursuant to the authority of the Federal Aviation Act of 1958, delegated to me by the Administrator, the following airworthiness directive applicable to operators of Hughes Model 369A, 369H, 369HE, 369HS and 369HM Helicopters, equipped with aluminum tail rotor blade P/N 369A1613-3, certificated in all categories is effective immediately upon receipt of this airmail letter. Before further flight, unless already accomplished, and upon any installation or replacement of aluminum tail rotor blade P/N 369A1613-3, inspect the tail rotor assembly to verify that the rotor blade P/N 369A1613-3 serial numbers 0001 through 0156 are not mated with blade serial numbers 0157 and subsequent. Replace mismatched tail rotor blade(s) before further flight. Note AD inspection in Aircraft Maintenance Records. Forthcoming Service Bulletin, No. HN-65 covers the same subject." This amendment is effective March 26, 1974 for all persons except those to whom it was made effective by airmail letter, dated February 25, 1974, which contained this amendment.
70-04-05: 70-04-05 BRITISH AIRCRAFT CORPORATION: Amendment 39-942. Applies to BAC Viscount Model 744 and 745D airplanes. Compliance is required within the next 450 hours' time in service after the effective date of this AD, unless already accomplished. To assure that the automatic feathering system is armed properly during cruise, to protect against turbine overheat and to protect against separation of the propeller from the engine in the event of engine annulus gear failure, replace micro-switch actuating levers and set the "arm" setting of the automatic feathering system throttle micro-switches in accordance with British Aircraft Corporation, Viscount 700 series aircraft, Bulletin for Modification No. D.2207, 4th Issue, dated January 31, 1969, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective March 21, 1970.
2011-22-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracking has been found on the inner wall between intermediate dilution chutes on a total of five front combustion liners of the standard corresponding to Rolls-Royce RB211 Service Bulletin No. 72- D133. The lives of two of these liners were confirmed to be below the currently valid borescope inspection interval. Ultimately, crack propagation could result in hot gas breakout with potential of downstream component distress and multiple turbine blade release beyond containment capabilities of the engine casings. Thus, cracking of this nature constitutes a potentially unsafe condition. Since Rolls-Royce Service Bulletin No. 72-E902 introduces further developments of Rolls-Royce RB211 Service Bulletin No. 72- D133, engines incorporating Rolls-Royce RB211 Service Bulletin No. 72-E902 are also considered to be potentially affected and are therefore included in the applicability of this AD. We are issuing this AD to detect cracks in the front combustion liner, which could result in hot section distress, multiple blade release, and possible damage to the airplane.
74-07-04: 74-07-04 MCDONNELL DOUGLAS: Amendment 39-1804 as amended by Amendment 39-1833. Applies to DC-10 Series airplanes, fuselage numbers 1 through 92. \n\n\tCompliance required as indicated. \n\n\tTo assure proper alignment of, and detect deformed stop bracket P/N ABA8048-41/-42, or P/N ABA8048-49/-50, accomplish the following: \n\n\t(a)\tWithin 100 hours' time in service after the effective date of this AD, unless already accomplished, inspect all forward passenger door air bottle assemblies. If the stop bracket is bent open more than 5 degrees from its normal 90 degree right angle position, replace with a serviceable stop bracket and conduct a door pneumatic functional check before further flight. \n\n\t(b)\tReinspect forward passenger door air bottle assemblies per (a) above, following any resetting and charging of forward passenger door air bottles. \n\n\t(c)\tWithin 1500 hours additional time in service after effective date of this AD, as amended, unless already accomplished, replace forward passenger door emergency air bottle actuating crank stop brackets per McDonnell Douglas Service Bulletin 52-95, dated March 18, 1974, or later FAA-approved revisions or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. The inspections per (a) and (b) may be discontinued upon accomplishment of this modification. \n\n\t(d)\tAircraft may be flown to a base for performance of the maintenance required per this AD in accordance with FAR's 21.197 and 21.199. \n\n\tAmendment 39-1804 became effective April 4, 1974. \n\n\tThis Amendment 39-1833 becomes effective May 6, 1974.
2012-26-02: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. That AD currently requires repetitive inspections for cracking of the crown area of the fuselage skin, and corrective actions if necessary. This new AD adds repetitive inspections for cracking using different inspection methods and inspecting additional areas, and corrective actions if necessary. This new AD also requires additional repairs to previously repaired areas and repetitive inspections for loose fasteners and replacement if necessary in certain previously repaired areas. This AD also reduces certain compliance times and extends certain other compliance times. This AD was prompted by additional reports of \n\n((Page 10)) \n\ncracking at the horizontal chem-mill steps away from the lap joints over the entire crown area, and vertical chem-mill cracks adjacent to the butt joints. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could cause the fuselage skin to fracture and fail, and result in rapid decompression of the airplane.
75-01-05: 75-01-05 AVCO LYCOMING: Amendment 39-2063. Applies to all Avco Lycoming T5313B turboshaft engines. Compliance required, unless already accomplished, prior to the accumulation of 100 hours time in service after the effective date of this AD. To prevent possible centrifugal compressor impeller assembly vane failures leading to performance deterioration and partial or complete power loss, remove centrifugal compressor impeller assemblies, part numbers 1-100-078-03, 1-100-078-04, and 1-100-078-10 and replace with centrifugal compressor impeller assembly, part number 1-100-078-08. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. NOTE: (Avco Lycoming Service Bulletin Number 0042 pertains to this subject.) This amendment becomes effective January 17, 1975
2012-24-06: We are adopting a new airworthiness directive (AD) for certain Saab AB, Saab Aerosystems Model 340A (SAAB/SF340A) and SAAB 340B airplanes. This AD was prompted by reports of stall events during icing conditions where the natural stall warning (buffet) was not identified. This AD requires replacing the stall warning computer (SWC) with a new SWC, which provides an artificial stall [[Page 73280]] warning in icing conditions, and modifying the airplane for the replacement of the SWC. We are issuing this AD to prevent natural stall events when operating in icing conditions, which, if not corrected, could result in loss of control of the airplane.
2012-24-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of flight crew failure to activate air data probe heat. This AD requires modifying the anti-icing system for the angle of attack sensor, the total air temperature, and the pitot probes. We are issuing this AD to prevent ice from forming on air data system sensors and consequent loss of or misleading airspeed indication on all airspeed indicating systems, which could lead to loss of control of the airplane.
74-11-01: 74-11-01 MITSUBISHI HEAVY INDUSTRIES, LTD: Amendment 39-1844 as amended by Amendment 39-1859 is further amended by Amendment 39-3125. Applies to Mitsubishi Models MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-30, and MU-2B-35 airplanes except those airplanes modified in accordance with Mitsubishi Service Recommendation No. 027 dated September 12, 1974, or an FAA-approved equivalent. Compliance is required as indicated. To detect cracks and optical distortion in the front windshield outer panes that could result from the discharge of unusually hot defogging air caused by an air conditioning system failure, accomplish the following: (a) Before further flight and thereafter prior to the first takeoff each day, from outside the aircraft, visually check the outer lower edge of the left hand and right hand front windshield outer panes for cracks and small oval shaped optical distortions. The check required by this AD may be performed by the pilot. NOTE: Distortions generally appear at the same intervals as those of the defogging air outlet holes, approximately 0.5 inches apart, and in an area approximately 0.8 inches above the top of the outside bottom windshield retainer edge. Particular attention should be given to these areas during the checks required by paragraph (a). (b) If cracks or small oval shaped optical distortions are found during a check required by paragraph (a), before further flight, accomplish the following and continue to check in accordance with paragraph (a) of this AD: (1) Replace the windshield outer pane in which a crack or optical distortion is found in accordance with the performance rules of FAR 43.13. NOTE: Mitsubishi replacement windshield part numbers are as follows: Aircraft with electrically heated windshields incorporated in accordance with Mitsubishi Service Recommendation No. 014 - Windshield part numbers 010A-931026-11 and -12. Other Aircraft - Serial numbers 4 through and including 7 - Windshield partnumbers 010A-310260-1 and -2; Serial numbers 8 and up -Windshield part numbers 010A-31450-1 and -2. (2) Correct the malfunctioning of the air conditioning system in accordance with the performance rules of FAR 43.13. (c) Notwithstanding the compliance time for repair specified in paragraph (b) of this AD, the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed; provided that, the aircraft is not pressurized. NOTE: Mitsubishi Heavy Industries Limited MU-2 Service Bulletin No. 163, dated March 4, 1974, pertains to this subject. Mitsubishi Maintenance Manuals for the Model MU-2B and MU-2B-10, -15, -20, -25, -30, and -35 airplanes contain information relating to the replacement of windshield panes and the trouble shooting of cabin air conditioning systems. Amendment 39-1844 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective upon receipt of the airmail letter dated April 19, 1974, that contained this amendment. Amendment 39-1859 became effective upon publication in the Federal Register. This Amendment 39-3125 becomes effective January 30, 1978.